Centralized trafeic controlling system



July 23, 1935. G. J. JOHANEK CENTRALIZED TRAFFIC CONTROLLING SYSTEM Filed April 50, 1951 2 Sheets-Sheet 2 FIG.1.B.

I I I I I IHHHWI IHHU H ll ll l l ll'llllll-ll I I I l III ii If 5 6 I i H I I m m J I 2 I Y Y I I I M d a I l I 7 Z I I. t 2 w I a Full! W M I M T 7 r31 1 I- a 6 2 Common Return Line Patented July 23, 1935 Grimm. *rrmrmc, commottmo ...srsrcu,

George J. rename, Rochester; NY, assignor to General Railway Signal-Oompany Rochestug-N. Ya

' us in April 30; 193 1.. Seri ls). 533,899

I 34 Claims.

This invention relates tocentralized trafiiccom trolling systems for railroads, and more particularly pertains to a system of thetypeemploying direct line wire control as contrasted a sys- ;;-5 tern of the selector type. V I

In acordance with thisinvention, itis proposed to govern a track switch over a polarized control and togoyern' thesignals associated with such track switch over another polarized control It is further proposed to employ a third line circuit with the above mentioned controltir cults in .a manner to indicate in a control office the locked or unlocked f. the track switch together 'with its norma or mi/creams;- tion, and the clear or commemora e associated signals together withthe direction of traffic mtablished when a. particular siignal'is meme. This third line circuit is employed alternately, in accordance with the energizedorideenergiz'ed condition of .the signal control circuit, to trans.- mit the switch and signal indications respectively with such indications being made distinctive in each case by the polarity applied to the circuit from a battery or other suitable source located at the track switch. V

Other. objects. purposes and characteristic features f he present invention will be in part obvious'from the accompanying drawings and in part pointed out as the description of the inven- 'tion progresses. I r

In describing the invention in detail, reference will be made to the accompanying drawings which illustrate in a diagrammatic manner one specific embodiment of the present invention.

mthough the present invention may he applied to double track railroads, interlocking plants and various other track layouts, it has been specifically illustrated in {the present embodimentof the invention as applied to asingle track railwaysystern having sidings and preferably :pro added with a signal system of theabsolute-permission-block type such for example as'disclosed in the pending application of .S. Wight, ser.

120,423, filed JulyB, 1926..

With neference to the accompanyin drawing the west end of a passing has been illustmatedas having rails connected to a main track having rails 6 by a track switch TS (see l lig. 13). This track switch 'TS is preferably operated by a. power driven switch machine SM which may be of any suitable type, such for exam le. as disclosed in the patent to W. K. Howe, Patent No. 1,466,983, dated September 4 1923. This switch machine SM is also preterably provided with a 3; dual control selector to permit hand operation oii -fi t ackswitch, as disclosed, for example, in the pending application of W. K. Howe, Ser. No. .3 1Q9, filed April .10, 1929, which has matured intePatent Number 1,852,573, dated April 5, 1932.

. Themain hack a jacent the track switch TS 5 mi portion oi si e track included up o h fouling comprises a detector track section fIKfproyidedyith the usual track battery and reay 'r, which 'is insulated from the track by the-usual insulat d j ints. 2 age. Ts is governed by the usualssenalsillustr'atede signals 1 and IA an eastbound direction on' the-mam line and onto pas ing respectiyely and as Zand'ZA for governin 15 a west bound .direction on the main line and bit. the siding respectively.

with he-signals llA an 22A are the home relays 1H and 2H respectively, these r a eing of we polar-neutral type. The relay IH is governed n accordance with trafific conditions east f the si nals l-IA; while h relay 2H is g verned inaccordance with trains conditions west, oithe signals 2-215. The control "of these relays 1H and 2H need not be herein s ecifically pointed out, as they are controlled in thefllsual manner employ d in absoluteermissivehlock systems of the type contemplated to employed with this invention, for example,

as disclosed inthe above mentioned application of ,S. .N. Wight, Ser. No. 120,423.

Associated with the track switch TS and switch machine 15M are suitable point detector contacts that shownhs chior ex mpl as di clo ed in me patent to- ..;Bushn 1-1. Patent N 1,517,236, 25 dated novemher 25, 1924 so as to energize a .switch repeatin grelay W-P from a local source with one polarity or the other when the track switch TS is in extreme normal or extreme reimkedpositions; and so as to deenergize .40 may "WP wheneyer :the track switch TS is unlockedscr :the switch machine SM is in opera..- :fiuch control of the relay WP is not speclficailly-shown, as it is-well understood to those skilled in the art, but is merely indicated by a dotted *line extending from the track switch TS and the switehmachine SM. This relay WP is of'the polar-neutral type having neutral contacts -which assume energized or deenergized positions 5 dependent on energization thereof and irrespecti of the pola ity applied to the windin s of the l y and mlar .contacts operated to ither of .two extreme polar positifl s inaccordance with lth applied these polar contacts remainfrom the presentinventiozr proach locking and detector looking as desired. A H A polar-neutral relay SZ i'sg'overned'fromlthe control office to hold the signals l--IA and 2 2A at stop or to allow a particular signal to clearin accordance with traflic conditions in advance.-

This relay SZ is employed to select, in cooperation with the switch repeating relay wli oneof.

four signal control relays G, such 'as' relays iG-IAG and 2G2AG. As obviousrfronr the reference characters appliedto the relays G, they are provided to controlthe respective signals l-IA and 22A which have beenillustrated as being of the color light type, ;These"si gn als display red or danger indicationswhenever their corresponding G relays are"deenergizedandjdisplay proceed indications, green or yellow; iii-edcordance with traflic conditionszas detemiined by the relays IE and 2H when a' corresponding'G relay is energized. Although'thel controLof the signals has been'fi'n' part1 illustrated and .inip'ar't indicated, it is 'to be understood suchcontrol may include suitable route lg'cking; ftim okin stick features and the like'f mm d parting Associated with the relaysllGj an r a relay IM energized whe 'everfthe'se relays are deenergized; and similarly,1 associated with {the relays 2G and ZAG is a relay 2M energized whenever these relays are'cleenergized. In the central controlloflicjf (see Fig. lAlfa track diagram is provided which c'oni'orms to the actual track layout in the field; being specifically illustrated in this case as the west end of apassing siding having a miniature trackswitch point is corresponding to the track switch TS and being operable to normal and reverse. positions by suitable magnetic control means in accordance with the normal or reverse positionsof a polar contact 8 of the switch indicating relay WIR, all of which is obvious Iron; the drawings? Associated with the miniature trackswitc'h 15s are two control levers, a switch machine control lever SML and a signal control lever SGL. The switch machine lever SML'is -or the two-position type operating contacts 'to' either normal or reverse extreme positions; while the signal control lever SGL is of the three-position type operating "a contact to any one of threecorrespo'nding positions.

The switch machine lever SML contr ols the switch machine control relay WZ in'theifield over a polarized line circuit including line wire 9' employed in conjunction witha common return .wire. The energized or deenergized fcondition-Jof .the control circuit thus established is repeated in the control ofiice by a repeating relayW Z R of the neutral type. Similarly, the signal control lever SGL governs the signal control relay SZ over a polarized line circuit including slinefwir'e It] in conjunction with the commonflretur'n. line .wi'r'e. The energized or. deenergized' eonditionjbf control circuit is re'peatedfin' thefc'ontr'ol ofiiceby a repeating relay szR otth'e neutral type.

Two polar-neutral indicating relays and SIR. are employed to indicate respectively the condition of the track switch TS and the condition of the signals l--IA and 2-2A. These indicating relays are controlled over their corresponding polarized circuits including the line wire I I used in conjunction with the common return line.

,neutral correspondence relay {39R .having associated therewith a coiirespondence ihdicating light CI, is employed to determine the correspondence between the switch machine control lever SML, the switch machine control relay WZ,

and thswitch' repeating relay WP in a manner *asmore specifically pointed out hereinafter.

Associated with the ;track diagram is an indi- .cator; lamp I for indicating the occupancy of the detector track section TK as determined by neutral relay OS .in the tower governed in accordance with" the condition "of the track relay T in a manner hereinafter pointed out.

Also, two indicating lamps EI and W1 are employed to indicaterespectivelythefestablishment of east bound or westbound tr'aflic over the track sw tch-1 S' indicated inthe control price by th :R- '.l3;.-..-'; 115:2-

Both at the field location fandin the control *ofiice'battery symbolshavebeenemployedin place {of the actual' connections-to suitable batteries jorbtlier 's0urc'es-2-Symb'ols l and are em pl ye'd to indicate connections to the'positive i t ermi q s i b -so e new direction when: closed Q f fi y I 1 P n i b .9 2 153 1 3 tery 16 at th' field gstation is. provided for furnishing cu rr' entjfor the'jlinecircuits'lf lllz'atglrof the's'efbattery sources has been. provided" with "a center or'interr'nediate tapjconnectedfto the common return line; The' common return line may "or may not 'be employed the common J'returnQior other. associated field stations allj as may be desire o meet the requirements. of practice.

It is believed that'further de'scription'offth'e present invention will best set forththe characteristicieatures and functions qflthe System'of this inventionby considering'in detail the operation'of the system under certain characteristic or typical conditions,

' Operation of the system Under normal conditions the switch machine lever SML is -in.a normal position as illustrated, and the signahlever'SGL is in a'central 'at stop position as illustrated. Thus, the control circuit for the signal control relay SZ is deenergized; while the control circuit for the switch machine control relay W2 is energized from the. positive terminal of the-battery l5, through wires-20 and 2|, contact 22 ofrlever 'SML,-wire 23, winding of relay WZR, wire 24, back contact 25 of relay SZR, control line wire 9, front contact 26 of track relay T, wire 21, winding of relay WZ, wires 28'', 29 and 30, to the common return wire, and thence to the control'ofiiceto the mid-point of the-bat- .t js energizing circuit for the relay- W2 causes its-contacts to be actuated toright hand ex- "of th reIayWP actuating its polar contact's'to right hand extreme positions and neutral contacts to energized positions. I

the relays WP and WZ are in correspondence, an energizing circuit is completed for the switch indicating relay WIR in the control office from the positive terminal of the battery [8, through wires 3! and 32, contact 33 of relay WZ in aright hand position, wire 34, contact 35 of relay WP in a right hand position, wire 36, front contact 31 of relay WP, wire 38, back contact 39 of relay SZ, indicating line wire ll,- back contactof relay SZR, wire 4|, windings of relay WIR, wires 42 and 43, to the common return wire, and thence to the field location, wires 30 and 44, to the mid-point of battery l6. This energization of the relay WIR actuates its neutr'al'contact toan energized position and its polar contacts to right hand extreme positions,

With contact 8 of relay WIR in a right had position, the miniature track switch point ts is actuated to a normal position in correspondence with the track switch TS in the field, Inasmuch as the switch machine lever SML is also in a normal position, an energizing circuit for the correspondence relay COR is completed from through front contact of relay WIR, wire 46, contact 41 0f switch machine lever SML in a normal position, wire 48, polar contact 49 of relay WIR in a right hand position; wires and ii, winding of relay COR, to 'With the correspondence relay COR energized, the correspondence indicator CI is deenergized or unillumihated indicating to the operator that the track switch TS is in correspondence with the switch machine lever SML and the miniature track switch pointts. r With the control circuit of the relay. W Z energized and with no trains upon the detector track circuit including the track relay T, the relay WZR is of course energized, thus completing an energizing circuit for the relay OS from through front contact 52 of relay WZR, wires 53 and 54, winding of relay OS, to With this energized condition of the relay OS, the indicator lamp I is deenergized or unilluminated indicating to the operator that the detector track section TK is not occupied.

With the signal control lever SGL in a center position as illustrated, thus deenergizing the signal relay SZ, the relays G are deenergized thereby energizing their respective relays M. More specifically, the relay IM is energized from through back contact of relay lAG, wire 56, back contact 51 of relay IG, wire 53, windings of relay IM, to similarly, the relay 2M is energized from through back contact 59 of relay 2G, wire 60, back contact SI of relay 2AG, wire 62, windings of relay 2M, to

With the relays SZ and SZR deenergized, the energizing circuit for the relay SIR is opened which maintains the indicator lamps EI and WI cleenergized or unilluminated thereby indicating to the operator that the signals at the corresponding field station are at stop.

Let us assume that the operator desires to cause the track switch TS to be operated to a reverse extreme position. In accordance therewith he moves the switch machine lever SML to a reverse position operating contacts 22 and 41 to reverse dotted line positions. This opens the energizing circuit for the relay COR as contact 41 is then out of correspondence with the contact 49 of relay-WIR. The deenergization of the relay COR energizes the indicator lamp CI -fromthrough back contact 63 of relay COR, indicator lamp CI, to-( With contact 22' of switch machine lever SML in a reverse position, negative potential is applied to the control circuit from the negative terminal of battery 15, through wires 10 and 1!, contact 22 in a reverse position, wire 23, winding of relay WZR, wire 24, back contact 25 of relay SZR, control line wire 9, front contact 26 of track relay T, wire 21, windings of relay WZ, wires 28, 29 and 30, to the common return line and thence tothe mid-point of battery l5. This application of negative potential to the switch machine control relay WZ causes its contacts to be operated to left hand dotted line positions, thereby causing the switch machine SM to be operated to a reverse extreme locked position in accordance with its control circuits as governed by the automatic approach locking and the like.

With the contact 33 of relay WZ out of correspondence with the contact 35 of relay WP during the operation of the track switch, the energizing circuit for the relay WIR is opened. Also, the operation of the switch machine SM and unlocking of the track switch TS deenergizes the relay WP further opening this energizing circuit for the relay WIR at front contact 3'1.

When the switch machine SM has accomplished the reverse operation so that the track switch TS is in a reverse position and locked, the relay W7? is again energized but with the opposite polarity, therebyoperating its polar contacts to left hand dotted line positions. With such reverse conditions established, an energizing circuit is completed for the relay WIR from the negative terminal of battery 16, through wires 12 and 73, polar contact 14 of relay WZ in a left hand position, wire 15, polar contact 35 of relay WP in a left hand position, wire 36, front contact 31 of relay WP, wire 38, back contact 39 of relay SZ, indicating line wire H, back contact 48 of relay SZR, wire 4|, windings ofrelay WIR, wires 42 and 43 to the common return line, wires 30 and 44, to the mid-point of battery It. This application of negative potential to the relay WIR causes its polar contacts to be operated to left hand dotted line positions. With contact 8 in a left hand position, the miniature track switch point ts is operated to a reverse position in correspondence with the track switch TS in the field. Also, an energizing circuit is completed for the relay COR from through front contact 45 of relay WIR, wire 46, contact 4'! of switch machine lever SML in a reverse position, wire 16, polar contact 49 of relay WIR in a left hand position, wires 50 and 5|, windings of relay COR, to The energization of relay COR opens back contact 63 which deenergizes the correspondence indicator CI. Thus, the operator is assured that the track switch TS is actually in correspondence with the control lever SML and the miniature track switch points ts.

The operation of the track switch involved by the returning of the switch machine'lever SML to a normal position, is merely the converse of the operation already described and need not be pointed out in detail.

The operator can cause traffic to pass over the track switch in an east or west direction with the track switch in either a normal or a reverse locked position. With the track switch in a normal position and locked, the operator may clear the signal I for traific to move in an east bound direction by movement of the signal lever SGL to a right hand position; and similarly, he may clear the signal 2 for traffic in a west bound direction by movement of the signal lever SGL to a left hand position. With the track switch TS in a reverse position and locked, the operator may-clear: the signal IA for traffic to move east onto the passing siding with the signal lever SGL in arighthand position; and similarly, he may clear the signal 2A for traffic to move west off the passing siding with the signal lever in a left hand position.

.Assuming, for example,- that it is desired to have .a train move over the track switch TS in an "east bound direction with the track switch in a normalposition, the operator moves the signal lever SGL to a right hand position. With the detector track section TK unoccupied, and the track switch TS in a normal position in correspondence with'the switch machine lever SML and switch machine control relay WZ, then an energizing circuit is completed for the relays SZ and SZR in series from the negative terminal of the battery I5, through wires "i and H, contact 18 of lever SGL in a left hand dotted line position, wire 19, winding-of relay SZR, wire 80, front contact 8| of relay COR, control line wire I0, front contact 82 of. track relay '1, wire83, front contact 84 of relay WP, wire 85, windings of relay SZ, wires 86, 29 and 30, to the common return line and thence to the control office to the mid-point of battery I5. I 1 Current flowing in this circuit causesthe neutralzcontacts of the relay S2 to be actuated to energized positions and the polarcontacts of relay SZ to be actuated to left hand positions (if not already in such positions). These control condi tionsclose the energizing circuit for the relay IG-frorn through front contact 81 of relay WP, wire 88, polar contact 89 of relay WP in a right hand position, wire 90, front contact SI of relay SZ, wire 92, polar contact 93 of relay SZ in a left hand position, wire 94, front contact 95 of relay II-I, wire 95, windings of relay IG, to The energization of the relay IG causes the red lamp of: signal I to be extinguished and either the yellow or green lamps to be lighted in accordance with traffic conditions in advance as selected through the home relay IH. In this connection, it is to be understood that if a train is immediately in advance of the signal I, then the relay IE will be deenergized and the energizing circuit for the relay IG will not be completed through front contact 95 thereby causing the signal to give a red indication. With a train in the second block in advance of signal I, the relay IH will be energized with a certain polarity causing the yellow indication of, signal I to be selected; while with a train in the third block in advance of signal I, the relay iH will be energized with the opposite polarity thereby selecting the green or least restrictive indication of the signal I.

The energization of the relay IG- opens back contact 51 thereby deenergizing the relay. IM for the purpose of indicating in the control office the clearing of signals in an east bound direction, as presently to be explained,

The energization of the relay SZR in the control ofiice, closes a stick circuit for the correspondence relay COR from through front contact 91 of relay SZR, wire 98, front contact 99 of relay COR, wires I00 and 5|, windings of relay COR, to Thus, although the energizing circuit for the switch indicating relay WIR is open at back contact 40 of relay SZR and back contact 39 of relay SZ, thereby deenergizing the relay jWIRv and opening the pick-up circuit of relay COR at front contact 45,- the relay COR is maintained energized throughthe stick circuit above pointed out. 7 It is noted that the control of the relay SZ is not transmitted, or in other words its energizing circuit is opened, if the track switch TS is not in correspondence with the relay WZ. and the control lever SML, as interpreted or indicated by the correspondence relay COR, by reason of front contact 8I. This would be true although the track switch happened to be in a particular extreme position and locked, .but out of correspondence. If the track switch TS is unlocked or is -in operation, the contact 84 of relay W]? is opened andthe control of relay S2 is further .t e e I I Also, the energization of the relay SZR opens the control circuit for the relay WZ at back contact 25 thereby preventing the operation of relay WZ subsequentto the clearing of a signal, although .its control lever SM'L might be moved to a new position. Thus, the operator may move his switch control. lever .SML to a new position subsequent to the movement of the signal lever SGL 'to a clearing position so asto anticipate the next route to be lined up,.and thereby cause the switch machine to operate the track switch TS to the new position immediately upon the passage of the first train beyond the detector tracksection TK. The energization offthe'relays' SZR and ,SZ completes energizing/circuit for the signal indicating relaySIR. Afsthe rjelay. .IG'governs east bound tr'aific and' th'e relay IM is dee ergized, the relay SIR is energized with negative potential from the' negative terminal of battery I6, through wires 12 andIIlI, back contact I02 of relay IM, wire I03, front contact I04 of relay 2M, wire I95, front contact 39 of relay SZ, line wire II, front contact 40 of relay SZR, wire I06, windings'of relay SIR, wires I01 and 43, to the common return line, wires 30 and 44, and thence to the mid-point of battery I6. Current flowing in this circuit through the windings of relay SIR actuates its neutral contacts to energized positions and its polar contacts to right hand positions. With the relay SIR'thus energized, an energizing circuit for the indicator lamp E1 is completed from through front contact I08 of relay SIR, wire I09, polar contact III} of relay SIR in a right hand position, wire I I I, indicator lamp EI, to The illumination of this indicator informs the operator that trafiic is established in an east bound direction.

The operator may cause the signal thus cleared by the operation of the signal control lever SGL to be returned to stop by returning the lever SGL to a central positionat any time he may desire, subject to such time locking, route lockingor approach locking as may be included in the signal control circuits in accordance with the requirements of practice, these particular features being omitted for the sake of clearness in explaining the present invention.

Although the relay WZR is deenergized by the energization of the relay SZR, the relay OS is maintained energized through a circuit from through back contact 52 'of relay WZR, wire II2, front contact I I3 of relay SZR, wires H4 and 54, windings of relay OS, to

With any particular signal cleared, a train may accept such signal and pass over the track switch TS and in so doing shunt the detector track sec- ,tion TK thereby deenergizing the relay T. For

" other hand, if thesignal lever SGL is returned zo ms,

pass over the main track; in an east bound direction deenergizin'g the relay T. The deenergiiae tionof the relay T opens the energizing circuit for the relays S ZR andSZ, and also the energiz gized through acir'cuit from (+),.throu'gh' back contact 52 of relay WZ R, wire 1 IZQbackfbontact l'l3 of relay SZR, wire H5, back contact 6' of relay O'S, wire' Ill, indicator I, toi This condition maintains as. long as the track .relay T -.is deenergiaed. Upon thepassa'ge'of the' in, the relay SZR will againibe energized it op erator has not'returned the signal leverto stop thereby opening. the energizing circuit for the indicator lamp IJa't, back contact I I3.', On'the to stop position, then the relay S23 is left deenergized but therelay WZR is energizedcom= 'pleti'n'gthe pick-L p cifcuit for f the relay s at f r"nt contact 52; and 'deenergizing the indicator The o rator isthus .inforrnedthat' thegtrain passed beyond'the detectorlgtracksecti on fi'rhe e iz' ei iod i-relay io il 'made 1):: umfi u ion, l l h -P E ST- RQ S'Z IWZB ja u eja b z d-@9 s n e llo i s thindicatorlftobe cent had in accordanb' their positions. ,Th'e deenerglzatio'n of 'the relays S ZB.

upon deenergi'zation ,0: r the; track fl, ope is the ener'gizing" circuitjof. the relay SIR" thereiy openingf'the energizingfcirciiit fofj the indicator lamp Ell at fiont cohtactfl 88., "This 'lnfornisthe operatorftliat the signal [has gonegtoistopri'i' ,f

If the operator waves the signal'lever sG n-a cleare'dposition for' 'tratffi'c in one direction oifjthe other and doeslnotimjove the switch machinelejver M t new pawn; ha r s, m fel w Ieach' other in, a'cc ordancewith' regular spacing provided ,byflthe block'signal system "associated therewith in the field. Howeveii'if the operator moves the switch machine, lever SMLtoamew positionwithout returning"the'signal lever SGL to astop or central position, the' pi'ck-up circuit for the relay COR wouldnot he closed up on'the dcenergizationiof the, relay S ZR so that both'the pick-up circuit and thels'tick circuit for the correspondencerelay CORwould be opened upon the passage of thefirst train. This would openithe energizing circuit for the relay SZ .preventingl'the signalsclearingsubsequentto the passage of the first tra'inbeyond the detector track section TK and allowingthe relay WZ to be controlled there- .by operating the switch machine and track switch TSto opposite extremelocked positions atwhich time the relay COR would be energized allowing the relay SZto" be controlled in accordance with the positionof the signal lever SGL. This would allow trainmove'ments in a direction determined by the position of the lever SGL but over the route established with the track switch TS in the opposite position. From this it can be seen thatfthe proper sequence of signal and switch operations are enforced by the system irrespective of the sequence of lever movements made by the operator. Assuming trafiic conditions tobe established for movement in one direction or another over the track switch in either a normal or a reverse position, as previously described, with the signal control relay SZ energized either prior to a train movementover thedetector track section TK or subsequent" thereto, the; accidental unlocking of the'track' switch TSQor its manual operation withoutconsent oi thecentrally located operator, will beiiidicated in the control oflice and also cause the governing'signals to go to stop. This is due to the front contact ,84 of relay WP as included in the control circuits of therelay S Z'. In other words, the dee nergiz ation of the relays SZR and SZ causes the indicating line i to be connected to the switch indicating relay WIR and the switch indicatingfcontactshof therelays WP and WZ at any such timethat'the relay'WP is deenergized. Such unauthoriz'e'd operation of the track switch TS wouldpau'sethe correspondence indicator CI tolbe energized asjthe relay WIR in that case would'be deenergizeddueto open front contact 3'! of relay ,This would inform the operator as tothe condition or the track switch TS both by illumination of the indicator lamp CI and the position ,of'the miniature track switch point ts.

The present invention has thus provided an arrangement of circuits and devices whereby a track switch'may be governed from a control office to gether .with the associated signals which govern trailicjover the four routesfestablished by such tracksw'itch, through themedium of two polarized directkurrent circuits Also, provision has been madewhefeby .thegame' circuits may be utilized to, sate e occupancy of the detector track sebt onfassocia'ted with f'the switch, and transmit other conditions will enable the condition and positl'on jofjthe switch together with the direction of traflicestablished by the signals to be iiidicated'byfpolarized circuitsincluding the third'line wire extending to the track switch from the 'coritrolofliice. .Th'e polarized control circuits and the indicationlcircuits employ three line wires with a common return line ,wire making a total of four linewires for eachftrack switch location, withthe'option of employing the same common returhlinejior eachsu'ch location. The present invention provides these featuresv in 'a safe and efficient manner;

Having thus shown and described a traffic controlling systemas one rather specific embodiment of lt he presentinventiomit is desired to be understood-thatthe particular embodiment of the inyention illustrated has not been selected for the purpose of showing the scope of the invention or theexact construction preferably employed in practicing the invention, but has been selected ,for the purpose of facilitating in the disclosure of the underlying principles of the invention, and -thatvarious modifications, adaptations and addiinvention or thefidea or" means underlying the same, except as demanded by the scope of the following claims. I

What'I'claim isz-e- 1.-In aiswitch and signal governing system, a distant track switch, signals associated with said track switch for governing traflicthereover, a Signal controlrelay associated with said signals for selectively clearing a particular signal or causing all'signals to remain at stop, a signal control line circuit connecting said signal control relay and a control office, means energizing said signal control relay to clear a particular signal,

.an indication line circuit extending from said track switch to said control oflice, switch indi eating and signal indicating means located in said control office, switch indication control and signal indication control means at said switch, means including said switch indicating means and said switch indication controimean'sfirjr the same circuit through the medium of said indica tion line circuit when said signal control line circuit is deenergized, and means including said sig'e nal indicating means and said signal indication control means in a circuit through the medium of said indication line circuit when .said signal control line circuit is energized. C I 2. In combination, a control ofiice, a fieldstation, a track switch" at said field station, signals associated with said track switch to govern trafiic thereover, three line circuits connecting said control ofiice and said field station, meanscontrolling operation of said track switchover, one 'oi said line circuits, means controlling the operat Qn of said signals over another of said line circuits,

means for indicating train occupancy, of said track switch over said one and said anotherline circuits, means for indicating thepositionand locked condition of said track switch through the medium of said third and said anotherflline"circuits, and means for indicating the direction of trafiic over said track switch through the medium of said third and said another line "circuitsfj'. j

3. In combination, a control ofiice', a field sta tion, a track switch at said field"statiomjsignals associated with said tra'cl; switch to govern name thereover in both directions with saiditrack witch in one or the other of two extreme locked posi tions, two line circuits"connecting j'said"control office and field station; means. controlling jsaid signals for determining the directionkofftraiiic over said switch through the medium of on'efoi said line circuits, means indicating the position. and locked conditionof the trackswltcli t o h the medium of said other line cirouit when said one line circuit is deenergized, and'means indicating the direction of traific over said track switch through the medium of said other line circuit when said one line circuit is energ ized. j

4. In combination, a control office,ja field station, a track switch at said fieldistation, fsignals associated with said track switch togoverntraflic thereover in both directions withsaidtrack switch in one or the other of two extremelocked' 'posi tions a line circuit connecting. said control oflioe and said field station, a switch indicating relay at said control oflice at times. governed in accordance with the position and locked condition of said track switch through the medium of said line circuit, a signal indicating relay at said control oflice at times governed. in accordance with the direction of traflic over said track switch through the medium of said line circuit, andmeans determining at what times said switch and said signal indicating relays shall be" respectively governed.

5. In a centralized trafiic control system for railroads, a control ofiice, a field station, a track switch at said field station, signals associated with said track switch, a switch control relay at said field station for governing the operation of said track switch, a line circuit connecting. said control office and said field station, for operating said switch control relay, a signal control relay at said field station, for governing the clearing of said signals to establish the direction of traific over said track switch, another line circuit connecting said control ofl'ice and said field station for operating said signal control relay, repeating relays included in series in said one and said another line circuits for indicating the condition of char-- gization of the respective circuits, a third. line circuit extending from said control oifice to said field station, 'a switch-- indicating relay at said control oifice governed in accordance with the position and locked condition of said track switch together with:the correspondence between said track switch and said switch control relay through the medium; of said third lineicircuit when said another line circuit is deenergized, a signal indicating relay at said control ofiice governed in accordan'ce with the direction of traffic established over said track switch through the medium of said third line circuit when said another line circuit is energized, and means deenergizing said another line circuit whenever said track switch is unlocked.

In combinati on, a railroad track switch, a switch machine for operating said track switch, a'control lever for governing operation of said track switch, a control lever for governing operation of said signals, means indicating in said control o'flice thecorrespondence between said control lever for said switch machine and said track switch when said signal control lever is in a position to prevent traflic over said trackswitch, and means storing the condition of said indicating means when said signal control lever is in a position to allow trafl'ic over said track switch. I 1 ;7. a centralized traific controlling system for railrdads ajrailroad track'switch, a switch riiachir'ie' tor operating said trackswitch, a switch control'leverffori governing operation of said switch" machine, signals governing traflic over saidtrackswitchha signal control lever for caus ingfsaid signals;to indicate clear or stop, means indicating, the ,position and locked condition of said trackswitch; a 'correspondence relay for indicating. correspondence between said track switchgand "said switch control lever, a pick-up circuitior said correspondence relayclosed'when saidsignals indicate stop and said trackiswitch is incorrespondence with said switch control lever, a stick circuit for said correspondence relay closed when said signals indicate clear; and means preventing said signals from indicating clear when said correspondence relay is deenergized. 8. In a centralized traflic controlling system 'for railroads, ,arailroad track switch, a switch machine for operating said track switch, a switch control lever for governing operation of said switch machine, signals governing traflic over said track switch, a signal control lever for causing said signals to indicate clear or stop, means indicating the position and locked condition of said track switch, a correspondence relay for indicating correspondence between said track switch and said switch control lever, a pick-up circuit for said correspondence relay closed when said signals indicate stop and said track switch is incorrespondence with said switch control lever, a stick circuit for said correspondence relay closed when said signals indicateclear, means preventing said signals from indicating clear when said correspondence relay is deenergized,

and an indicator lamp governed by said correoithe condition of said track switch and at other times transmitting indications of the condition of said signals, and means-including said signal control means for determining which indication shall be transmitted.

10. In a signal controlling system for railroads; the combinationwith a; local control point and a distant signal, a signal control circuit for controlling said distant signal including a local relay and a distant relay in series, a line wire connect-' ing said local control point'and said distant-signal location, and means for rendering said line wire available for one purpose when said local relay and-said distant'relay are energized and rendering it available for another purpose when said local relay and said distant relay are deenergized.

11'. In a railway trafiic controlling system, the combination with-distant traffic controlling device, a control circuit for controlling said distant traflic controlling device including a local relay and a-distant relay in series, a line wire connecting said local control point and the point of said distant trafiic controlling device, and means for rendering said line wire available for one pur pose when said local relay and said distant relay are'energized and rendering it available for another purpose when said local relay and said distan't relay are deenergizedn :12. In a signal controlling system for railroads, the combination with "a'local control point and a distantsignal, a signal control circuit for controlling said distant signal including a local relay and a distant'relay in series, a line wire connecting saidlocal con'trol'point and said distant signal' location, and means including said local and distant relays for rendering said line .wire available for one purpose when said control circuit is energized and rendering it available for another purpose when said signal control circuit is deenerglzed.

13. In a signal control system for railroads, the combination witha distantwayside point and a local ofiice, a track switch and a signal at said distant wayside point, a circuit -for controlling said signal including a local and a distant relay, and a second circuit including contacts of said local and said distant relay for indicating the condition of said signal when said localand said distant relays are energized and for indicating the position of said track switch when said local and said distant relays are deenergized.

14. In a signal control system for railroads, the combination with a distant wayside point and a local office, a track switch and a signal at said distant wayside point, a circuit for controlling said signal including a local and a distant relay, a line wire connecting said local ofiice and said distant point, means for'indicating the condition of said signal over said line wire only if said local and said distant relays are energized, and means for indicating the position of said track switch over said line wire only if said local and said distant relays are deenergized.

15. In a railway traffic controlling system, the combination with a distant track switch and a local tower, a lever in said tower for controlling said track switch, a signal for controlling traflic movements over said track switch, a stick relay having a pick-up circuit closed only if said lever and said track switch assume corresponding positions, and a stick circuit for said stick relay including a contact closed when said signal is manually controlled to display proceed for maintaining said relay energized irrespective of the movement of said lever.

16. In a railway traffic controlling system, the

combination with a distant track switch and a local tower, a lever in said tower for controlling said track switch,'a signal for controlling trafiic movements over said track switch, a stick relay having a pick-up circuit closed only if said lever and said track switch assume corresponding positions, a stick circuit for said stick relay including a con-tact closed when said signal is manu'ally controlled to display proceed, and a circuit for clearing said signal including a front contac of said stick relay. 1

17. Ina railway traffic controlling s'ystem, the combination with a distant track switch and a local tower, a lever in said tower for controlling said track switch, a signal for controlling trafiic movements over said track switch, a stick relay having'a pick-up circuit closed only if said lever and said track switch assume corresponding positions, a stick circuit for said stick relay including a contact closed when said signal is manually controlled to indicate proceed, a circuit for clearing said signal including a front contact of said stick relay, and an indicator. rendered active'when said stick relay is deenergized.

18. In a railway trailic controlling system, the combination with a distant track switch and. a localtower, a switch machine for controlling said track switch, a lever in said tower for controlling said switch. machine, a signal for controlling trafiic movements over said track switch, aastick relay having a pick-up circuit closed only if said leverand said track switch assume corresponding positions, a stick circuit for said .stick relay includinga contact closed when said signal is man ually controlled to display proceed, a signal control circuit including a front con-tactho-f said stick relay, a switch' machine control circuit for controlling said switchmachine, a detector track relay associated with said track switch having a front contact included in each of said control circuits, and an indicator displayed if both of said control circuits are deenergized at the same time.

l9. In a railway trafiic controlling system; the combination with a distant track switch and a local tower, a switch machine for controlling said track switch, a lever in said tower for controlling said switch machine, a signal for controlling traffic movements over said track switch, a stick relay having a pick-up circuit-closed only if said lever and said track switch assume corresponding positions, a stick circuit for said stick relay including a contact closed when said signal is manually controlled to indicate proceed, a signal control circuit including a front contact of said traffic movements over said track switch, a stick relay having a pick-up circuit closed only if said lever and said track switch assume corresponding positions, a stick circuit for said stick relay including a contact closed when said signal is manually controlled to indicate proceed, a signal control circuit including a front cont-act of said stick relay, a switch machine control circuit for controlling said switch machine. available for use only if said signal control circuit is deenergized, a detector-track relay associated with said track switch having a front contact included in each of said control circuits, and an indicator displayed if both said control circuits are deenergized at the same time.

.21. In a railway tralfic controlling system, the combination with a distant track switch and a local tower, a switch machine for controlling said track switch, a lever in said tower for controlling said switch machine, a signal for controlling trafiic movements over said track switch, a stick relay having a pick-up circuit closed only if said lever and said track switch assume corresponding positions, a stick circuit for said stick relay including a contact closed when said signal is manually controlled to indicate proceed, a signal control circuit including a front contact of said stick relay, a switch machine control circuit for controlling said switch machine available for use only if said signal control circuit is deenergized, a detector track relay associated with said track switch having a front contact included in each of said control circuits, at slow acting relay energized if said switch machine control circuit is energized, and an indicator displayedif both said control circuits are deenergized and said slow acting relay is assuming its retracted position.

22. Ina railway trafiic controlling system, the combination with a distant track switch and a local tower, a switch machine for'controlling said track switch, a lever in said tower for controlling said switch -machine, a signal for controlling trafiic movements over said track switch, a stick relay having a pick-up circuit closed only if said lever and said track switch assume corresponding positions, a-stick circuit for said stick relay including a contact closed when said signal is manually controlled to indicate proceed, a signal control circuit including a front contact of said stick relay, a switch machine control circuit for controlling said switch machine available for use only if said signal control circuit is deenergized, a detector track relay associated with said track switch having front contacts included in each of said control circuits, a slow acting relay energized if either said switch machine control circuit or said signal control circuit is energized, and an indicator displayed if both said control circuits ar deenergized and said slow acting relay is assuming, its retracted position.

23. In a raiway trafiic controlling system, the combination with a distant track switch having a signal associated therewith for controlling traific over said switch and a local control office',

of a switch machine for operating said track switch, a signal circuit for controlling said signal and including a series signal relay at said oflice, a switch control circuit for controlling said switch machine including a back contact of said signal relay so that said switch control circuit cannot be energized while said signal circuit is energized, a series switch relay at said ofiice in said switch control circuit, a detector track relay associated with said track switch and having two front contacts one included in each of said circuits, and an indicator rendered effective if both said switch relay and said signal relay are deenergized.

24. In a system for electrically interlocking railway trafiic controlling devices, a track switch operated by a switch machine, signals governing traffic over said track switch, a control relay for controlling said switch machine, contacts'con-1 trolled, by'said switch machine, a switch repeater relay arranged to indicate the positionand correspondence of said contacts and said switch machine control relay, a correspondence relay energized only when said switch repeater relay and a lever for controlling said control relay assumecorresponding positions, a signalcontrol relay having an energizing circuit including contacts also controlled by said switch machine and contacts on said correspondence-relay, and a stick circuit for said correspondence relay including contacts closed when said signal control relay is energized, whereby said signal control is subject to the correspondence of -said switch control lever and said switch repeater relay only when said signal control relays are deenergized.

25. In a system for electrically interlocking railway trafiic controlling devices, a track switch operated by a switch machine,-signalsgoverning traffic over said track switch, a control relay for said switch machine, a manually operable lever controlling said switch machine, control relay, lockout means for preventing the operation-of said switch machine, a switch repeater, relay arranged to check the correspondence of; said switch machine and said switch machine control relay, a correspondence relay arranged, to check the correspondence of said switch repeating relay and said switch control lever, a signal control relay having an energizing circuit which includes contacts on said switch repeater relay andicontacts on said correspondence relay, anda' stick circuit for'said correspondence relay closed when said signal control relay is energized.

26. In combination, arailway system including a track switch, a switch machine for operating said track switch, a lever for controllingxsaid switch machine, lock-out means for preventing operation of said switch machinein response to a change in the position of said lever, -'a.-correspondence relay energizable only when said lever and switch machine assume corresponding positions, a signal for governing trafiic over said track switch, a signal device which is energized whenever said signal is caused to display a proceed indication, a circuit for energizing said signal device including a front contact of said correspondence relay, and a second circuit for said corre spondence relay including a contact of said signal device closed only when said signal device is energized, whereby correspondence between said lever and switch machine is necessary only'dur ing the act of clearing of said signal.

27. In combination, a railway system includin a trackswitch, a switch machine for operating said track switch, a lever for controlling said switch machine, lock-out means for preventing operation of said switch machine in response to a change in the position of said lever, a signal for governing the movement of traffic over said track switch, and a clearing circuit for said signal which can only be completed if said switch machine and said lever assume corresponding positions but which if once completed remains closed independently of such correspondence between said switch machine and lever.

28. In combination, a track switch, a switch machine for operating said track switch, a control relay for controlling said switch machine, a signal for governing movement of traflic over said track switch, and a clearing circuit for said signal which may be closed only if said track switch and its control lever assume corresponding positions but which if once closed will remain closed independently of such correspondence between said switch machine and its control lever.

29. In combination, a track switch, a switch machine for operating said track switch, a signal for governing movement of trafiic over said track switch, lock-out means for preventing operation of said switch machine when said signal is clear, and a clearing circuit for said signal which may be closed only if said track switch and its control lever assume corresponding positions but which if once closed will remain closed independently of such correspondence between said switch machine and its control lever, whereby operation of said control lever to a new switch controlling position when said signal is clear will not effect a change in either said switch machine or said signal.

30. In combination, a track switch, a switch machine for operating said track switch, a signal for governing movement of trafiic over said track switch, lock-out means for preventing operation of said switch machine when said signal is clear or traflic conditions are unfavorable, and a clearing circuit for said signal which may be closed only if said track switch and its control lever assume corresponding positions but which if once closed will remain closed independently of such correspondence between said switch machine and its control lever, whereby operation of said con trol lever to a new switch controlling position when said signal is clear will not effect a change in either said switch machine or said signal.

31. In combination, a track switch, a switch machine for operating said track switch, a signal for governing movement of trafiic over said track switch, lock-out means for preventing operation of said switch machine when said signal is clear or a detector track circuit associated with said track switch is occupied, and a clearing circuit for said signal which may be closed only if said track switch and its control lever assume corresponding positions but which if once closed will remain closed independently of such correspondence between said switch machine and its control lever, whereby operation of said control lever to a new switch controlling position when said signal is clear will not effect a change in either said switch machine or said signal.

32. In combination, a track switch operated by a switch machine, a free and non-lockable lever for governing the operation of said track switch, switch position indicating means, a correspondence relay capable of being picked up when and only when said lever and said switch position indicating means are in corresponding positions, an energizing circuit for trafiic controlling means capable of being closed when and only when said correspondence relay is energized, and a stick circuit for said correspondence relay capable of being closed when and only when said energizing circuit is closed.

33. In combination; a track switch operated by a switch machine; a free and non-lockable lever for governing the operation of said track switch; a signal for governing traffib over said track switch; a clearing circuit for said signal, which may be manually closed only when said track switch and said control lever assume corresponding positions, but which, if once closed, will remain closed independently of such correspondence between said track switch and said control lever unless manually or automatically opened; means preventing response of said track switch to said control lever when said clearing circuit is closed; and means automatically opening said clearing circuit upon a passage of a train over said track switch.

34. In combination, a track switch, a switch machine for governing operation of said track switch, a control lever governing operation of said switch machine, signals governing traflic over said track switch capable of being caused to indicate proceed only when correspondence exists between said control lever and said track switch, locking means preventing operation of said switch machine when one of said signals is at proceed, and means preventing the movement of said control lever from efiec'ting a change in the condition of said one signal when that signal is at proceed.

GEORGE J. J OHANEK. 

